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It definitely speeds up the learning curve and also helps me keep my eyes out of the cockpit while flying (instead of engaging in "Avionics 101" at 150 kts).

LOL! The Lycoming that spins my fan is 1930s technology as well. But I can assure you that it's a lot better way to get a jump start than taking a screwdriver to the 23 Southco fasteners, removing the access panel, opening the battery box, and then clamping jumper cables onto the little brass bolts on top of my lovely Concorde battery. And as Mooniac stated, this setup isolates the battery from the receptacle so that you can't accidentally short out your battery by sticking something inside the access door. And in answer to DaV8or... there's enough cable that the whole thing simply flops over when you open the battery box; you don't have to disconnect anything. Like Mike suggested, it's nice to have an auxiliary power source for running avionics etc. while sitting on the ground. I bought a plug like this http://www.aircraftspruce.com/catalog/elpages/jumperplug.php and wired it directly to a set of HD jumper cables. I have a deep-cycle marine battery in the hangar and can use that to power or jump the plane easily as desired. And lastly, I've only had to get a jump once and here's how it happened. Getting ready for a long trip with my lovely wife and faithful canine I told the line guy to fill up the plane and watched from afar as he went about his work. In a bit we all piled into the plane and cold-started it for the trip. Then I realized that in spite of watching the tanks being filled I had not PERSONALLY looked in each tank since the pre-flight was done prior to the fill-up. I just KNEW the tanks were full, but with a long flight ahead of us my anal-retentive self took control and I shut down the engine for a personal tank-check. Of course they were full, but when I went to start the engine again it was already heat-soaked and I botched the start-up. After a few attempts the battery started wearing down so in order to avoid the expense of divorce I summoned the assistance of the line guy who pulled out their power cart and got me up and running.

If it's any help Bob here's what the setup looks like on my J. I took these pics while repairing my battery box back when I swapped out the Gill for a Concorde. Note that the bracket which holds the receptacle is riveted onto the top of the battery box and the whole thing has its own relay mounted on the box as well.

The schematic I have is practically unreadable but if it turns out to be the annunciator they are still fairly well supported. Search for the thread Annunciator Overhaul Pirep for more info that may be of interest. Sent from my iPad using Tapatalk

CRC sells a product called QD Electronic Cleaner that I've had good results with. You can even buy it at some Walmart locations. I wouldn't use "contact cleaner" as it often has a lubricant residue. Long gone are the days of TF Degreaser which was an outstanding electronics cleaner (but very bad for the ozone layer). I can't quote the pin number off the top of my head but it should show on the wiring diagram or board edge as simply 12+ or similar. If you can't find the info let me know and I'll look it up when I have a spare minute. As you stated just power up the board on the appropriate connections and set the voltage alarm as required using the pot shown. Sorry for the brevity, headed out the door in moments.

I don't know much about Cs but was surprised to see the electric gear and a throttle quadrant! How many of those are outfitted similarly? Sent from my iPad using Tapatalk

That's a fairly common problem. The thread is "high/low voltage alarm" and can be found here http://mooneyspace.com/topic/17815-highlow-voltage-alarm/#comment-259016 and has been an easy fix for several of us. Sent from my iPad using Tapatalk

Chris, I believe on non-turbo installations the display reads CRB34 (or similar) if the option is installed. He should be able to see it on the bottom of the display by scrolling through with the step button (or auto scroll). Alternatively he can add it to the static display fields on the right with an easy programming change. It appears there's already an open spot there where he has "fuel required" X'd out (which won't work unless he connects it to a GPS). If you need more help with this wakeup, just ask. Sent from my iPad using Tapatalk

So many options. If it were hot I'd say go to KSGR or KHOU since heading to New Orleans you'll be vectored at or below 2,000' for a long time on departure; leaving these would expedite your departure (especially KHOU). But since it should be cool you might get a kick out of flying the downtown corridor on your departure which would be available leaving Hooks, West Houston, or Sugarland; it's a great view. KAXH is a good airport but not necessarily convenient to the Galleria. Sent from my iPad using Tapatalk

That is shameful and if I was based near you I'd be contacting you to get the name of that shop (to avoid).

FYI, the software on my GNS530W was updated last week during bi-annual IFR pitot-static-transponder tests. IIRC there are 2 firmware updates, one to the GPS side and the other for (radios/nav?). All they had to do was pull out one of the datacards in the front of the unit and reboot with another datacard; it was super simple. It took less than 5 minutes total for the non-gps update (my gps firmware was still the most recent version). Even if you're charged a quarter-hour for tech time this shouldn't cost more than $25-$30 tops. Sent from my iPad using Tapatalk

You funny! But let me just say... after I bought my J three years ago I wanted to update my Garmin's 5-year old obstacle database (believing a lot of new towers had been built during that time). So after having purchased my Jeppesen Skybound data programmer and database subscription I discovered that my GNS's other datacard could NOT be updated (obstacles & terrain) without purchasing another PROPRIETARY programmer from Garmin (retailing for $199 while the Jepp programmer was only ~$50). After shopping around I bought the Garmin unit from Aircraft Spruce for $194.08 delivered. Add $50 for the actual data and I'm all in for $244.08 (all in the name of safety). Fast-forward 2 years and now miraculously Garmin's price on the programmers drops to $69 retail ($65 street price). So yeah, I feel like I was gouged (by 288% in fact). I'll get over it eventually.[emoji846] Sent from my iPad using Tapatalk

What Marauder said. And if your current engine was rebuilt from another crankcase you may get THAT engine's old logbook too. Sent from my iPad using Tapatalk

You've constructed three well-constructed posts Paul and have given me more to consider. Regarding the cross-fill between FF and Garmin databases it's very possible that they are both validated by perhaps a date code but I don't believe that FF employs Jepp databases. They certainly don't offer us any ability to use Jepp's approach plates and there's no optional Jepp downloads with the 28-day updates. The one thing I'm fairly certain about is that Jepp isn't giving their data to FF for free. It does indeed make me wonder how this issue is reconciled between the units. And in your reply to Chris, I realize I didn't think about his original comment in the way he obviously meant it. On re-reading it he seems to be curious about whether the actual waypoints could be ADDED into a certified unit from FF even if they didn't previously exist. I agree that is very unlikely. Then you caused me to think about the fact that approach waypoints are 3-dimensional in the certified box which I hadn't considered. Foreflight doesn't provide any vertical guidance so obviously their approach waypoints are much less critical. I can state that if you alter the approach (i.e. delete a fix) in FF then the "approach" is removed from the flight plan though the individual waypoints remain. Regarding my statement about lack of approaches being a non-starter you made me think about it more fully, which brought up a few more questions... Like you I don't employ FF or the iPad to provide me with true guidance during the approach, but also like you I do find it comforting to see my position geo-referenced on-screen for simple redundancy. My question is "does Garmin Pilot super-impose the approach plate over the moving map like FF or are you looking only at the plate"? In FF you can choose between the plate alone or having it super-imposed on the map, and if you choose the latter you continue to get all the traffic displayed as you reference the chart/map combo. I will concede that having the individual waypoints highlighted on-screen is not critical since you can indeed see them on the geo-referenced plate, but having them listed in my flight plan does provide another level of redundancy in the unlikely situation where I lose ship's-power and HAVE to make an approach due to a mechanical issue. I'd much rather follow a point-to-point flight plan approach than a simple geo-referenced plate in the event of an avionics failure (if the proverbial s**t hit the fan). I believe this is where Foreflight shines. Please let me/us know if GP can simultaneously display traffic and an approach plate. Lastly, I have had my software updated (for free) on my GNS at least three times. I applaud Garmin for that. But it's a shame that they still nickel and dime us on the obstacle and/or terrain databases. It would be a nice gesture if they would at least offer an occasional free update for the obstacles. It's not required by the regs so more people would likely fly with current data if they did provide it for free. Oh hell, it just popped up that there are three more replies to this thread, so likely everything above is moot now. I better check...

It's an interesting question but I'd be willing to bet that using a FS210 Foreflight would upload its current IFR approach procedure into a GNS430/530 (with an expired database) as long as the (expired) GNS database still contained the waypoints or fixes. It probably wouldn't pass legal muster even though it is essentially the "current" data. Sent from my iPad using Tapatalk

I believe that's precisely what the FlightStream 210 does; I don't know how it could effectively delete individual waypoints from the flightplan. Perhaps someone else with a 210 who uses Foreflight can chime in? Sent from my iPad using Tapatalk

In a recent unrelated thread it was indicated that Garmin Pilot lacks the functionality to load approaches into one's flight plan for display on the main moving-map page. There was some mention of a Garmin liability fear if a pilot used the feature to fly an approach. Can you confirm this to be true; I still find it hard to believe? For me the lack of approaches in my flight plan would be a non-starter and is one of Foreflight's most valuable features (for situational awareness). Sent from my iPad using Tapatalk

We love spending other people's money 'round here.[emoji846] Sent from my iPad using Tapatalk

Avionics is like crack. I WANT a Flightstream 210 for the single feature of flightplan sharing but am having a hard time of justifying the ~$1,500 installed cost for that alone. 90%+ of my flights don't include Victor Airways in the clearance and when I DO get them it's easy enough to simply copy the necessary waypoints from Foreflight into my GNS manually. And as NextGen gets rolling I expect to see even more "direct" clearances. Did I mention that I really WANT a 210? Sent from my iPad using Tapatalk

No wrong answers between iPad Mini/iPad Air and Foreflight/Garmin Pilot. All good. If you have fat fingers or fly ham-fisted the iPad Mini may suit you better but my tired old eyes prefer the 48% larger screen of the iPad Air which still fits comfortably inside my leather wrapped yoke. My wife reads Kindle books on her Mini on the right yoke mounted higher for reading comfort (see pic for comparison). The older iPads (prior to Air) are too wide. Sent from my iPad using Tapatalk

With newer engines having improved valve guide materials it's much more likely to experience sticky valves than excessively wobbly valves in the Lycoming 360. You may want to take a look at SI-1425A and SB-388C (attached) for a full understanding of the problem. It sounds like this is what cased your bent valve. There are warning signs if you listen. And yes, install an engine monitor. P.S. Nice job on your problem management. Lycoming SB_388C.pdf SI_1425A_Suggested_Maintenance_Procedures_to_Reduce_the_Possib_ility_of_Valve_Sticking.pdf

And don't discount the time and expense of returning the plane for warranty service if/when issues arise after a reseal job. I don't believe these costs are covered under anybody's warranty.

Not to be contrary (in fact Weep No More sealed the tanks in my J) but your post said "life long warranty". If their warranty terms have changed I'd love to hear about it.

As promised here's an update to my October 19 post: AOPA is my broker. After my previous company (AIG) proposed a large rate increase at the end of 2015 I switched to Global. The new Global renewal quote came in yesterday at the exact same rate as in 2016 (no increase for December 2016 - December 2017). I'm paying just over $1,000 for the standard coverage and a $90K hull value with ~600 time in type and an instrument rating.

That's a great pic (your Mooney on the ramp; not the beer)![emoji846] Keep in mind that Hobby is a fine airport in the middle of a dense metropolitan area. That may or may not influence one's decision to go there. But if you plan to land during busy times be prepared to "fly it like you stole it"! Sent from my iPad using Tapatalk